Three stage watercraft

ABSTRACT

A three stage watercraft for operation in the water as a traditional boat at low speeds in stage one, for operation on the water&#39;s surface at mid-range speeds at stage two, and for traveling in ground effect at higher range speeds is disclosed. The three stage craft includes a hydro-wing  12 , at least a single hydrofoil  13  to aid with lift from stage one to stage two, and a pair of outboard floats or hydro-floats  16   a,    16   b  supported by the hydro-wing  12 , which are also designed to aid with lift from stage one to stage two. A gyration rotor  14  to aid with lift from stage one to stage two may also be provided as may a pair of pivotally mounted air propellers which aid in lift and propulsion by varying their operational angle relative to the plane of travel of the craft.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of patent application Ser.No. 15/080,509, filed Mar. 24, 2016 and claims the benefit of priorityto U.S. Provisional Patent Application No. 62/137,720, filed Mar. 24,2015 and entitled “Three Stage Watercraft,” the entire contents of theprior applications being incorporated herein by reference in theirentirety.

TECHNICAL FIELD

The invention relates generally to a watercraft that can operate inthree stages, more specifically to a watercraft that makes use ofground-effect in a high fuel-efficient watercraft that can travel as aboat in the water at low speeds, skim across the water on floats toachieve higher speeds and in ground effect at still higher speeds, whichcan maneuver effectively as it travels, and provide a relatively smoothride during operation.

BACKGROUND

In fixed-wing aircraft, ground effect is generated by an aircraft'swings when they are close to a solid, fixed surface that results inincreased lift and decreased drag and which requires very little thrust(forward horsepower). Ground effect increases air pressure on the lowerwing creating a “ram” or “cushion” effect which greatly improves thelift to drag ratios by up to 250%. By reducing the drag coefficients,the thrust or energy expended to maintain speed is also greatly reduced.Every aircraft from jumbo jet airliners to small Piper Cubs, experienceground effect, which is especially noticeable when landing, as theaircraft momentarily “floats” above the runway. When taking off, groundeffect may temporarily reduce the stall speed. The pilot can then flylevel just above the runway while the aircraft accelerates in groundeffect until a safe climb speed is reached.

In addition to traditional aircraft, wing-in-ground (WIG) watercraftthat use ground effect to fly above water are also known in the art. WIGcraft are used primarily over water due to the relatively constantsurface of water that is free of obstacles. Generally, such watercrafthave large fixed wings, about 1½ times greater than the height of groundeffect in which they fly, the ground effect extending approximately10-30 feet above the surface of the water. WIG craft largely travel atvery high speeds, above approximately 50 mph, and as high as 100 mph orgreater, which is achieved by using small engines. They also include afuselage or hull that travels in the water when not in ground effect.WIG watercraft are desirable, particularly as transport vehicles,because they are more fuel-efficient than conventional watercraft,utilize small engines and are capable of travel at high speeds which canreach over 100 mph, thus covering large distances quickly.

A hydrofoil is a lifting surface, or foil, that generally operates inwater. Hydrofoils are similar in appearance and purpose to airfoils,which are used by airplanes. As a watercraft using hydrofoils gainsspeed, low pressure is developed above the foil and high pressure isdeveloped below the foil creating lift. When used as a lifting elementon a hydrofoil craft, this upward force lifts the body or hull of thecraft, decreasing drag and increasing speed.

There are two basic types of hydrofoils; “surface piercing” where thefoil comes out of the craft and enters the water, usually at an angle soas the craft lifts there is less foil in the water, thus reducing dragas speed increases; and “submerged foils” that are completely underwatereither fixed or dropped over the side of the craft. Submerged foils arenot self-stabilizing, so they are continuously tilted to gain lift fromthe angle, similar to tilting an airplane nose up or down to change theangle of attack of the wings.

With either submerged or piercing foils if the sea state or waves arehigher than the depth of the foils, then the bottom of the craft crashesinto the waves, causing the craft to slow down and the foil lift speedsto decrease. A high speed hydrofoil shape must always have water flowingover and under the foil to work or create lift. Another problemassociated with either submerged or piercing foils hydrofoils is “soniccavitation”. Because water is 700 times more molecular dense than air,once a hydrofoil reaches speeds much over 60 mph molecular “bubbles”from the top and bottom of the foil crashing into each other at thetrailing edge of the foil causing cavitation. Similar to a separationbubbles in air, cavitation largely increases drag and often also reduceslift, thus resulting in loss of speed. Additionally, the collapse oflarger vapor bubbles has been found to lead to vibrations and evenstructural damage. Damage due to cavitation often is a problem formarine propellers, turbines and pumps.

As a result of these shortcomings, it appears that the speed “wall” forhydrofoils is around 60-70 mph and conventional hydrofoils generallycannot handle seas above about 6-12 feet. Thus, hydrofoils haveexperienced very limited commercial application and success.

First developed in 1923, gyrocopters or gyroplanes are winglessaircraft, similar in look to a helicopter, which use auto gyration, i.e.free spinning, non-powered rotors, to obtain lift. Auto gyration occurswhen air is passed under a rotor blade causing the blades to spin whichthen provides lift, while an engine turning a conventional airplanepropeller creates forward motion or thrust. Pitch control is achieved bytilting the rotor fore and aft; roll control by tilting the rotorlaterally (side to side). A gyrocopter cannot lift straight up or hoverlike a helicopter, and requires a relatively short runway for takeoffand landing. One reason that gyrocopters did not gain mass appeal istheir lack of speed. The physics that create auto gyration also impedesspeeds much above 120 knots due to the lift/drag ratios of the rotors.By 1939, the gyrocopter concept was largely discarded because aircraftmanufacturers for military and civilian use were hoping to achievespeeds well in excess of 300 knots for propeller driven aircraft.

SUMMARY

There exists a need for a transport craft capable of traveling at avariety of speeds over water for use as a transport vehicle, which cando so in a fuel-efficient and safe manner.

While conventional WIG watercrafts have found use as military andtransport vehicles, they are not optimally suited for use in a varietyof circumstances, and require specially trained personnel to operatethem. For example, such craft are limited to areas where speedrestrictions are above about 50 mph and where they have sufficient spaceto reach 10-30 feet above the water's surface while travelling at suchhigh speeds. They do not effectively travel at lower speeds of belowabout 50 mph because the lift and drag components necessary to maintainground effect in conventional WIG craft require thrust/lift ratios thattranslate into high speed operation. Additionally, because conventionalWIG craft turn by banking, i.e. tipping their wings like an aircraft asthey travel approximately 10-30 feet above the water, tight, emergencyor avoidance turns are generally precluded. Because of the length of thewing and the low altitude at which they travel above the water, ifemergency turns are attempted they often result in the wing of the craftcontacting the water. As will be appreciated, if the wing of a crafttraveling at between 50-100 mph is tipped and strikes the water, theresult is an almost certain crash, as the craft will likely cartwheelout of control upon impact of the wing with the water. Due to both thehigh speed of travel and the inability of conventional WIG craft toexecute tight, emergency turns, traveling across a crowed harbor, bay orriver is not feasible with such craft as they pose a safety risk to theoccupants and other watercraft. With conventional WIG craft it isimportant that they do not exceed maximum ground effect altitude due tothe design and shape of the wing, which does not provide safe lift aboveground effect vertical limitations.

In addition to the foregoing, when they are not flying a ground effectWIG craft become poor boats, as they are typically only capable oftravel at approximately 5 to 10 mph. The missing speed “gap” between 10mph (the upper limit for a WIG craft as a boat) and 50 mph (the lowerlimit of a WIG craft in ground effect) severely inhibits WIG crafts'utility. The majority of conventional WIG crafts are still usingoutdated and inefficient amphibious airplane fuselages with large wingdesigns attached that have not evolved appreciably since World War II,in order to fly in ground effect. In order to breach the water'ssurface, these craft need approximately 4×-5× thrust in calm waters tobreak free of the surface. WIG crafts are also forced to take off intothe wind, like a conventional amphibious airplane, which affects abilityin limited waterway space and rough sea state conditions.

Unlike conventional WIG crafts, the three-stage watercraft, or Amphfoil™craft described herein, in a first embodiment includes hydrofoils toobtain lift to move from a first, low speed stage (Stage One) into asecond, mid-speed stage (Stage Two); a “hydro-wing” hull thatincorporates both the hull and the wings in a continuous design insteadof an airplane type fuselage with distinct wings; and “hydro-floats”.The hydrofoils are of the “surface piercing” variety, but unliketraditional hydrofoils are utilized only in lower (or mid) speeds, andnot for high speed applications, thus avoiding the shortcomings inherentin prior art hydrofoils when utilized at high speeds. In otherembodiments, the Amphfoil™ craft includes a powered and unpoweredspinning rotor to obtain lift. The hydro-wing provides moreuninterrupted bottom wing surface for improved ground effect performance(no fuselage drag) and enables the beam, i.e. width of the craft to bereduced compared to existing ground effect craft.

The hydro-floats have a low drag, high lift reverse deadrise design thateliminates drag inducing “chines,” or flat lifting surfaces, to reducethe amount of thrust needed to breach the water surface when moving outof stage one, as described below. Deadrise is the angle formed between astatic waterline and the hull centerline (of a watercraft). Thehydro-floats include a reverse deadrise similar in form and effect to aboat hull having a twist in underwater shape as measured relative to astatic waterline, as described in applicant's previous U.S. Pat. Nos.6,994,049 and 7,225,752 to Walter Schulz, which are incorporated hereinin their entirety. The reverse deadrise effect provides a vortex effect,or positive turbulence in the water to create lift without having torely on high amounts of increased thrust.

The Amphfoil™ craft may also include an articulating trim arm, or ATA,supported on each hydro-float, the ATA remaining in contact with thewater while the Amphfoil craft travels in ground effect to maintain thecraft in ground effect and to keep the status of the craft as a boat.The hydro-wing hull and hydro-float design results in an advance for WIGcrafts in terms of addressing the negative efficiency issues of drag.

The combination of the hydrofoils (or alternatively, the gyrationrotor), the hydro-wing hull and hydro-floats provide for an improved WIGcraft that has enhanced performance when traveling both in the water,transitioning out of the water, and traveling in ground effect. Thedesign of the Amphfoil™ craft of the present application allows for aunique three-stage speed design concept to create a watercraft that iscapable of never before achieved combination of safety, speed, fueleconomy (as high as 15 mpg), and range, as well as a smooth ride atvarious stages of travel over the water. As used herein, the threestages are defined as follows:

Stage One—Amphfoil™ craft traveling in water as a boat with thehydro-wing in the water, for example, when docking and refueling,generally at speeds of approximately 0-10 mph;

Stage Two—Amphfoil™ craft traveling above water, i.e. when thehydro-wing is lifted out of contact with the water by either thehydrofoils providing lift, or the gyro rotors under power. Thehydro-floats remain in contact with the water's surface so that theAmphfoil™ craft may travel and maneuver safely across crowded waterways,generally at speeds of approximately 10-30 mph;

Stage Three—Amphfoil™ craft traveling in full ground effect, generallywith only the ATA in contact with the water (hydrofoils and/orhydro-floats generally being out of contact) for traveling in openwaters when boat traffic and obstacles are at a minimum, mostly atspeeds of approximately 30-100 mph or greater. If utilizing gyro rotorsinstead of hydrofoils, the gyro rotors may be folded back, or otherwisemade non-operational to reduce rotational and blade drag in Stage three,as speeds of 200 mph or greater may be seen.

Although speeds are given for the above stages, these are approximationsand the actual speeds may vary.

BRIEF DESCRIPTION OF THE DRAWINGS

Various aspects of at least one embodiment are discussed below withreference to the accompanying figures, which are not necessarily drawnto scale, emphasis instead being placed upon illustrating the principlesdisclosed herein. The figures are included to provide an illustrationand a further understanding of the various aspects and embodiments, andare incorporated in and constitute a part of this specification, but arenot intended as a definition of the limits of any particular embodiment.The figures, together with the remainder of the specification, serve toexplain principles and operations of the described and claimed aspectsand embodiments. In the figures, each identical or nearly identicalcomponent that is illustrated in various figures is represented by alike numeral. For purposes of clarity, not every component may belabeled in every figure. In the figures:

FIG. 1 is a front perspective view of a first exemplary embodiment ofthe three stage watercraft of the present application;

FIG. 2 is a side elevational view of the three stage watercraft of FIG.1;

FIG. 3 is a front elevational view of the three stage watercraft of FIG.1;

FIG. 4 is a bottom plan view of the three stage watercraft of FIG. 1;

FIG. 5a is a schematic drawing of the three stage watercraft of FIG. 1traveling in Stage One;

FIG. 5b is a schematic drawing of the three stage watercraft of FIG. 1traveling in Stage Two;

FIG. 5c is a schematic drawing of the three stage watercraft of FIG. 1traveling in Stage Three;

FIG. 6 is a front perspective view of a second exemplary embodiment ofthe three stage watercraft of the present application;

FIG. 7a is a perspective view of the three stage watercraft of FIG. 6with blades folded in the plane of operation and aft;

FIG. 7b is a perspective view of the three stage watercraft of FIG. 6with blades folded vertically;

FIG. 8 is a top plan view of the three stage watercraft of FIG. 6;

FIG. 9 is a side elevational view of the three stage watercraft of FIG.6;

FIG. 10 is a front elevational view of the three stage watercraft ofFIG. 6;

FIG. 11 is a bottom plan view of the three stage watercraft of FIG. 6;

FIG. 12a is a side elevational view of the three stage watercraft ofFIG. 6 with ATA extended and rotor vertical and non-operational;

FIG. 12b is a side elevational view of the three stage watercraft ofFIG. 6 with ATA extended and rotor operational;

FIG. 13 is a front perspective view of a third exemplary embodiment ofthe three stage watercraft of the present application with forwardfacing props and air rudders facing rearward behind the props;

FIG. 14 is a front perspective view of a fourth exemplary embodiment ofthe three stage watercraft of the present application;

FIG. 15a is a perspective view of the three stage watercraft of FIG. 14with blades folded in the plane of operation and aft;

FIG. 15b is a perspective view of the three stage watercraft of FIG. 14with blades folded vertically;

FIG. 16a is a side elevational view of the three stage watercraft ofFIG. 14 with ATA extended and rotor vertical and non-operational;

FIG. 16b is a side elevational view of the three stage watercraft ofFIG. 14 with ATA extended and rotor operational;

FIG. 17 is a bottom plan view of the three stage watercraft of FIG. 14;

FIG. 18a is a schematic drawing of any of the three stage watercraft ofFIGS. 6-17 traveling in Stage One;

FIG. 18b is a schematic drawing of any of the three stage watercraft ofFIGS. 6-17 traveling in Stage Two; and

FIG. 18c is a schematic drawing of any of the three stage watercraft ofFIGS. 6-17 traveling in Stage Three.

FIG. 19 is a front perspective view of a fifth exemplary embodiment ofthe three stage watercraft of the present application;

FIG. 20 is a front elevational view of the three stage watercraft ofFIG. 19;

FIG. 21 is a schematic drawing of the three stage watercraft of FIGS.19-20 with the rotatable propellers in a horizontal orientation;

FIG. 22 is a schematic drawing of the three stage watercraft of FIGS.19-20 with the rotatable propellers in a mid-way orientation;

FIG. 23 is a schematic drawing of the three stage watercraft of FIGS.19-20 with the rotatable propellers in a vertical orientation;

FIG. 24a is a schematic drawing of the three stage watercraft of FIGS.19-20 traveling in Stage One;

FIG. 24b is a schematic drawing of the three stage watercraft of FIGS.19-20 traveling in Stage Two; and

FIG. 24c is a schematic drawing of the three stage watercraft of FIGS.6-17 traveling in Stage Three.

DETAILED DESCRIPTION OF THE ILLUSTRATIVE EMBODIMENTS

The phraseology and terminology used herein is for the purpose ofdescription and should not be regarded as limiting. Any references toexamples, embodiments, components, elements or devices described hereinreferred to in the singular may also embrace embodiments including aplurality, and any references in plural to any embodiment, component,element or device herein may also embrace embodiments including only asingularity. References in the singular or plural form are not intendedto limit the presently disclosed device, its components, structure, orelements. The use herein of “including,” “comprising,” “having,”“containing,” “involving,” and variations thereof is meant to encompassthe items listed thereafter and equivalents thereof as well asadditional items. References to “or” may be construed as inclusive sothat any terms described using “or” may indicate any of a single, morethan one, and all of the described terms.

As used herein with respect to the three-stage operation of theAmphfoil™ craft, stage one refers to in-water use of the Amphfoil™craft, i.e. as a boat with the hydro-wing in the water, which is usedduring docking and refueling of the Amphfoil™ craft (speeds ofapproximately 0 to 10 mph); stage two refers to speeds during which thehydro-wing is lifted relative to the water (spaced above it), travelingand maneuvering across crowded water ways with hydrofoils andhydro-floats in contact with the water, for example “skimming” on top ofit (speeds of approximately 10 to 30 mph); and stage three refers tospeeds where the Amphfoil™ craft travels in fully functional groundeffect above the water, generally with only the ATA in contact with thewater (hydrofoils and/or hydro-floats generally being out of contact) orany solid surface, as the Amphfoil™ craft maneuvers across open waterswhen boat traffic and obstacles are at a minimum (speeds ofapproximately 30 to 100 mph and possibly higher). As will beappreciated, the speeds associated with each stage are approximationsand may vary from the speeds disclosed herein.

Referring initially to FIGS. 1-4, a first embodiment of Amphfoil™ craft10 for three-stage operation is illustrated. The Amphfoil™ craft 10includes a body or hydro-wing 12 that includes both a hull 12 a andwings 12 b and 12 c, at least a single hydrofoil to aid with lift fromstage one to stage two, and a pair of outboard floats or hydro-floats 16a, 16 b supported by the hydro-wing 12, which are also designed to aidwith lift from stage one to stage two. A pair of aft air rudders 23 a,23 b may be provided, which aid in turning and steering, as may be arotational air propeller 18, supported by the hydro-wing 12, which alsohelps effectuate turning (instead of just banking) and forward thrust.In addition, the Amphfoil™ craft may include at least one water rudder17 (FIG. 2) supported by the hull 12 a for in-water turning purposes,and an articulating trim arm or ATA for elevator control 20 (FIG. 2)supported by the hydro-wing 12, the ATA 20 remaining in contact with thewater during stage three operation for ease of handling, as described ingreater detail herein below.

Referring now to FIGS. 1, 3 and 4, the hydro-wing 12 incorporates boththe hull 12 a and wings 12 b and 12 c into a continuous design having atop surface 12 d that can support a cabin 22 for passengers, cockpit 21and enclosed machinery 24, and a bottom surface 12 e for supportinghydrofoils 13 a, 13 b, at least a portion of which contacts the waterduring stage one. The continuous shape of the hydro-wing design providesan uninterrupted bottom wing surface 12 e for improved ground effectperformance, as the entire bottom of the hydro-wing 12 essentiallybecomes a maximum ground effect wing. In contrast, prior art craftincluded a fuselage with attached wings jutting from the sides, thusresulting in fuselage drag during use and requiring a greater width ofthe craft.

The engines can be remotely mounted behind the cabin 22, or elsewhere,and may be contained in insulated compartments, as would be known in theart. The positioning of the engines, cabin 22 and cockpit 21 should bedone to create proper balance in the Amphfoil™ craft based upon theanticipated weight. To reduce the infrared heat signature for militaryuse, the engine compartment walls can be cooled using water jacketspiped around the compartment. For larger Amphfoil™ crafts (above about35 ft in length) twin auto/truck engines, either gasoline or diesel,which are liquid cooled using radiators may be used to keep engine noiselevels below 85 decibels. Alternatively, other types of engines may beutilized. For example, for smaller crafts a single liquid cooledgasoline or diesel engine may be used to create power to the rotors andfloat propulsion. A second engine can also be incorporated forredundancy. Power from the engines to the rotors and float propulsioncan be accomplished by hydraulics, link belts, electric motors orrod/transfer cases depending on the application, as would be known toone of skill in the art.

The hydro-wing 12 also enables the beam or width “w” to be reducedcompared to prior-art ground effect craft, which is beneficial fordocking and maneuvering in close quarters, and includes a low profilethat, along with the hydro-floats 16 a, 16 b described below, providesexcellent directional stability and crosswind handling. As bestillustrated in FIG. 3, the hydro-wing 12 has a curved, arcuate shape,angling upward from the edge “e” of the wings 12 b, 12 c toward thecenter “c” of the hull 12 a. While the hydro-wing may have a variety ofdimensions, depending upon the application, it is expected thathydro-wing will be from about 20-60 feet long and about 14-42 feet wide.

The hydro-wing 12 may be constructed of carbon fiber, Kevlar™ and foamso that no additional floatation is needed, unlike prior-art WIG craft.Leading edge wing slats 21, for example the Flieseler Storch type, maybe provided on the leading edge of the hydro-wing 12 to direct airupward over the hydro-wing, especially in low speed applications toincrease lift on the top surface 12 d of the hydro-wing. Supportedoutboard on the bottom surface 12 e of the hydro-wing 12 are thehydro-floats 16 a, 16 b. The hydro-floats 16 a, 16 b not only providefloatation and wing stability when in non-ground effect speeds, butallow the Amphfoil™ craft to travel smoothly and efficiently in thewater at lower speeds of approximately 10 to 30 mph (stage two speeds)by skiing or skimming across top of water with both the hydro-wing 12and the hydrofoils 13 a, 13 b providing lift.

The hydro-floats 16 a, 16 b include a body designed to provide high liftand low drag as compared to conventional floats by incorporating thereverse-deadrise principle, as detailed herein above. As best shown inFIG. 3, the floats are provided with concavities 16 c that create avortex effect, or positive turbulence as water passes thereby, to aid increating lift in order to move the hydro-wing from stage one to stagetwo. Propulsion systems 26 may also be provided that are preferablysupported on the rear or within the hydrofloats 16 a, 16 b. Depending onthe size and purpose of the craft and the resulting propulsion needed,the propulsion systems may include conventional boat type propellers 15a, 15 b as shown in FIG. 4 (which may be fixed or folding) oralternately can utilize a hydraulic kort nozzle, jet type drive, aswould be known to those of skill in the art. Bow thruster technology, asalso known in the art, may instead be used on the hydrofloats 16 a, 16 bin order to decrease drag and vulnerability to damage associated withpropellers. Thrusters may be mounted rearward and inserted within thehydrofloats, to allow for more maneuverability, especially in reverse,and would additionally help protect marine mammals by avoiding thepossibility of propeller strikes. For ease of operation, the propulsionsystems 26 may be operated by a single lever control, i.e. one handlefor forward, reverse and throttle for each float drive.

In addition to the foregoing, rudders 17 a, 17 b (FIG. 2) may besupported at the rear of the hydro-wing 12 for in-water use. The rudders17 a, 17 b may swing or flip-upward when not in the water. The rudders17 a, 17 b are similar in design to those found on conventional boats,are operatively connected to aft air rudders 23 a, 23 b supported on thehull 12 a, and are sized according to the size of the hydro-wing hull 12a. When the Amphfoil™ craft is traveling in stage one and two with thehydrofloats 16 a, 16 b in, or in contact with the water, the rudders 17a, 17 b allow for tight turning, and can swing up when the Amphfoil™craft is 5′ to 15′ above the water surface in full ground effect modeduring stage three (where the hydrofloats 16 a, 16 b are no longer incontact with the water). Forward air rudders 25 a, 25 b may also beprovided in addition to the aft air rudders 23 a, 23 b, if desired, inorder to provide steering to enable turning during operation in bothstage two and stage three. The air rudders 23 a, 23 b and 25 a, 25 ballow the Amphfoil™ craft to turn virtually without banking, providingfor tight turning even in stage three.

Unlike existing ground effect WIG craft that must bank or tip the wingsto turn (similar to an airplane), which takes a considerable distance toturn, and which risks a wing hitting the water, the Amphfoil™ craft usesa unique turning and steering system. The turning and steering system onthe Amphfoil™ craft has all maneuverability and turning radius found inconventional powerboats when the Amphfoil™ craft is operating in stageone and two. The steering system 27 includes a dual-steering mechanismhaving a steering device, such as a steering wheel, knob, or joystick,operatively connected to a rear, horizontal elevator 19, and alsoincludes the dual rudders 17 a, 17 b, which may be operatively attachedto the aft air rudders 23 a, 23 b supported by the hull 12 a, andforward air rudders 25 a, 25 b.

The ability of the Amphfoil™ craft to handle like a conventionaltwin-engine powerboat at speeds below 10 mph is due largely to thedesign of the low profile hydro-wing 12 in combination with the twinhydrofloats 16 a, 16 b that provide improved directional stability andcrosswind handling as well as improved lift, as described above. Inorder to provide additional lift in moving the Amphfoil™ craft fromstage one to stage two, hydrofoils 13 a, 13 b are also provided.

Hydrofoils 13 a, 13 b are used in the present embodiment to provide liftin stage one and stage two, prior to ground effect lifting the Amphfoil™craft out of the water in stage three. Because stage three can occur atspeeds of about 30 mph, but generally no greater than 50 mph, thehydrofoils 13 a, 13 b operate at “low speed”. Thus, the low-speedhydrofoils 13 a, 13 b don't have the disadvantages associated withconventional hydrofoils that are utilized at high speeds, as describedherein above. A pair of hydrofoils 13 a, and 13 b may be providedincluding a forward hydrofoil 13 a, supported by the forward portion ofthe hydro-wing, and an aft hydrofoil supported by the underside of thehydro-wing, toward the aft portion. In the present embodiment, theforward hydrofoil 13 a may have a generally V-Shaped member and may behinged in order to swing, or flip upward toward the rear, and under thehydrofoil. The aft hydrofoil 13 b may have a generally rectangular shapeand may also be hinged to flip up, as desired. Hinging the hydrofoils 13a, 13 b allows the hydrofoils to be positioned under the hydro-wing hullwhen having the hydrofoils down would be undesirable, such as whenbeaching the craft, or when flying in ground effect. When flying inground effect, positioning the hydrofoils 13 a, 13 b in this mannerprevents “tripping” on the hydrofoils if the craft gets too close to thewater unintentionally. This provides protection to the hydrofoils 13 a,13 b from dynamic loads on the foils, which could result in damage ifthe Amphfoil™ craft comes unexpectedly out of ground effect andre-enters the water at high speeds. The hydrofoils 13 a, 13 b can beswung back down into operation when moving from stage three to stage twoonce the water is taken up by the hydro-floats to slow the craft down. Ahydraulic ram may be used for moving the hydrofoils 13 a, 13 b betweenthe in-use or extended position where the hydrofoils contact the water,and the second or stored position where the hydrofoils 13 a, 13 b arepositioned under the hydro-wing hull.

The hydrofoils 13 a, 13 b may also be moved into the stored position for“beaching”, i.e. where the Amphfoil™ craft is run up onto land at fairlyhigh speeds, as needed. For such situations, the craft also includeswheels, i.e. tires 32 for use when beaching in sand or gravel or on boatramps. The type of tires and the tire tread design is determined byspecific use. The Amphfoil™ craft's rear set of tires is attached to thewater rudders 17 a, 17 b, and the craft is steered when out of the waterby the steering wheel, knob or joystick, as described above. Foot pedalssimilar to conventional aircraft may control the rudders 17 a, 17 b andground wheels 32 on the craft. Aircraft-type toe brakes on the rudderpedals controlling the brakes on the wheels, as known in the art, mayalso be used for stopping and sharp turns.

As will be appreciated, the hydrofoils 13 a, 13 b provide lift andcreate stage two speeds which have been previously unattainable, and areutilized with the Amphfoil™ craft when boat traffic, buoys and otherobstacles are found. In order to effectively keep the Amphfoil™ craft atstage two, between approximately 10 to 30 mph, several operatingparameters are utilized, including adjusting engine power, engaging thehydrofoils 13 a, 13 b, and adjusting the horizontal elevator 19 by theknob, steering wheel or joystick. At stage two speeds, the Amphfoil™craft is expected to draw only inches of water minimizing drag,increasing fuel efficiency and lengthening range of travel with no waketurbulance.

The Amphfoil™ craft also incorporates a pair of articulating trim arms,or “ATA” 20, which are located below the hydro-wing 12 and that aredesigned to remain in contact with the water in stage two and stagethree speeds. Each ATA 20 is also operatively connected to thehorizontal elevator 19 by cables or the like, in order to ease captainworkload and provide proper float elevation and hull trim at all times.When in ground effect, the position of the ATA 20 will automaticallyadjust the elevator 19 trim to raise or lower the hydro-wing, as needed,to maintain ground effect through the cable. In use the length of cablewill slacken or tighten depending upon the position of the ATA thuscausing the adjustment in the elevator 19 trim. While electroniccontrols can also be used for float and hull elevations, the ATA 20 arealso provided to ensure that the Amphfoil™ craft remains a watercraft,meaning that it remains in contact with the water at all times.

The Amphfoil™ craft as disclosed herein provides for a smooth ridecompared to other boats and WIG craft because of the unique hydro-wingdesign and hydrofoil lift. Since most of the world's population sufferfrom some degree of motion sickness providing a smooth ride to reducesea-sickness, especially in rough waters is an advantage. Compoundingmotion sickness there is also body pounding issues found in boats inmoderate to heavy seas including beach surf. Even elite units like theUS Navy's Seal Team people are not immune to motion sickness and bodypounding. The average Seal Team solider loses one inch of height over afull tour of duty due to spinal compression from pounding in smallboats.

Operation of the Amphfoil™ craft in stage one, stage two and stage threewill now be described with reference to FIGS. 5a to 5 c.

In stage one, the Amphfoil™ craft handles like a conventional twinengine power boat at speeds below about 10 mph., for example duringdocking and refueling of the Amphfoil™ craft. During this stage thehydrofloats 16 a, 16 b remain submerged, propulsion is achieved withsingle lever (one handle for forward, reverse and throttle) control foreach hydrofloat drive (i.e. propeller or otherwise), and the waterrudder 17 is likewise submerged and utilized for tight turning. Thehydrofoils 13 a, 13 b are positioned under the water in stage one. Asspeed of the Amphfoil™ craft increases above about 10 mph, the low speedhydrofoils 13 a, 13 b provide the necessary lift to achieve stage two.

During stage two the Amphfoil™ craft is lifted relative to the water bythe hydrofoils 13 a, 13 b such that the hydro-wing is raised above thewater's surface while the hydro-floats 16 a, 16 b and hydrofoils 13 a,13 b remain in contact with the water's surface as they travel acrossthe top of it (i.e. “water-ski”). In stage two the ATA 20 is also incontact with the water as the hydro-wing 12 is raised above the surfaceof the water. As detailed above, the Amphfoil™ craft is kept at stagetwo by adjusting engine power, speed and the horizontal elevator. Theair rudders 23 a, 23 b and water rudders 17 a, 17 b as disclosed hereinabove achieve turning of the craft in stage two. Stage two allows theAmphfoil™ craft to travel at faster speeds of about 10-30 mph whilemaneuvering safely across crowded waterways. Above about 30 mph thecraft enters stage three.

Stage three operation of the Amphfoil™ craft is fully functional groundeffect mode where the hydro-wing 12, hydrofoils 13 a, 13 b andhydrofloats 16 a, 16 b are all above the water, or any solid surfacewhile the ATA 20 remains in contact with the surface. In stage three theAmphfoil™ craft also turns using air rudders 23 a, 23 b, and steeringrudders 25 a, 25 b instead of banking like an aircraft, as with theprior WIG craft. The ATA remains in contact and will automaticallyadjust the position of the elevator to keep the craft in ground effect,as also described above. Stage three allows the Amphfoil™ craft tomaneuver across open waters when boat traffic and obstacles are at aminimum at high speeds of approximately 30 to 100 mph and possiblyhigher.

Referring now to FIGS. 6-12 b, a second embodiment of the Amphfoil™craft for three-stage operation is illustrated. In this embodiment, thesame or similar elements as the previous embodiment are labeled with thesame reference numbers, preceded with the numeral “1”. In the firstembodiment, hydrofoils 13 a, 13 b were provided to supply lift in orderto aid movement of the Amphfoil™ craft from stage one to stage two. Inthe present embodiment, a gyration rotor 114 having two or more rotorblades 114 a, 114 b, 114 c, 114 d are provided to aid with lift fromstage one to stage two. Depending on its size, the Amphfoil™ craft haseither one set of rotors (i.e. 2 blades) or two counter rotating sets ofrotors (i.e. 4 blades). The gyro-rotor 114 of the present embodiment isillustrated with four rotor blades 114 a, 114 b, 114 c, and 114 d. Autogyration of the gyro-rotor 114 occurs when air is passed under a rotorblade causing the blades to spin, thus providing lift which may be usedto save fuel once the Amphfoil™ craft is in ground effect. Thegyro-rotor 114 in power (i.e. powered by the engine) provides lift tohelp raise the hydro-wing 112 a from contact with the water and enablesthe Amphfoil™ craft to travel or “water-ski” across the water on thepair of hydrofloats 116 a, 116 b.

The Amphfoil™ craft is kept in stage two by adjusting engine power andcontrolling the angle of attack of the rotor blades 114 and thehorizontal elevator 119 with the steering wheel, knob, or joystick. Therotor blades 114 a, 114 b, 114 c, and 114 d are also designed tilt foreand aft and port and starboard, as in conventional gyrocopters. Duringuse, the Amphfoil™ craft climbs or descends by tilting the rotors 114along the bow to stern axis, “L”. Tilting the rotors 114 along the portto starboard axis helps stabilize the Amphfoil™ craft when crosswindscause slip (or drifting) and can be used to help turn the Amphfoil™craft. Both motions may be achieved by using the steering wheel, knob,or joystick from the cockpit 121.

The gyro-rotor 114 is relatively simple compared to a helicopter'srotor, and as such, the rotor blades 114 a, 114 b, 114 c, and 114 d onthe Amphfoil™ craft can fold up using an “umbrella” type slide 130device to reduce overall width for extremely tight docking andmaneuvering situations as illustrated in FIG. 7b . The rotor blades 114a, 114 b, 114 c, and 114 d on the Amphfoil™ craft can also be foldedusing a mechanism to place all the blades facing in one direction asillustrated in FIG. 7 a.

For larger Amphfoil™ crafts (35 feet and up) two forward rotatingpropellers 28 a, 28 b that can turn on their base between a forward andrear facing position, may also be provided to turn for steeringpurposes, particularly when fast or emergency turning is needed. (FIG.6). When spinning the propellers 128 a, 128 b so that they are turnedrearwardly the Amphfoil™ craft can be brought to an almost immediatestop. Propellers 128 a, 128 b also aid in increasing forward thrust andcreating accelerated propeller “wash” or wind under the rotor blades 114a, 114 b, 114 c, and 114 d to increase lift. Unlike helicopter rotors orblades, which pull air down to the blades, gyro-rotors 114 obtain liftfrom air/wind passing under the blades to create lift. So, theadditional forward “prop wash” produced by the forward propellers 128 a,128 b creates lift energy to the gyro rotors 114 in auto gyration thatis normally wasted on propeller driven craft. As will be appreciated,the gyration rotor 114 provides lift and creates stage two speeds whichhave been previously unattainable, and are utilized with the Amphfoil™craft when boat traffic, buoys and other obstacles are found. In orderto effectively keep the Amphfoil™ craft at stage two, betweenapproximately 10 to 30 mph, several operating parameters are utilized,including adjusting engine power, controlling the angle of attack of therotor blades 114 and the horizontal elevator 119 by the knob, steeringwheel or joystick. If the Amphfoil™ craft should come out of groundeffect the gyro-rotors 114, which are rotating, help stabilize theAmphfoil™ craft.

Another unique aspect of the Amphfoil™ craft of the present embodimentis that when the rotors 114 are spinning under engine power, they willprovide the necessary lift needed to keep the craft from sinking orbogging down in soft sand, mud or swamp conditions as it transitionsfrom water to land. Cutting engine power and using the steeringwheel/joy stick to change the angle of attack of the rotors 114 and therear elevator 119 quickly cause the entire hull in the water to come toa stop in order to accomplish emergency stopping in very shortdistances.

Referring now to FIG. 13, an exemplary third embodiment of the Amphfoil™craft of the present application is illustrated. In this embodiment, thesame or similar elements as the previous embodiment are labeled with thesame reference numbers, preceded with the numeral “2”. In the previousembodiment, the air propellers 228 a, 228 b pivot to for turning theAmphfoil™ craft 210, particularly quickly, in emergency situations.While turning quickly may be needed in certain situations, when theAmphfoil™ craft is in ground effect it is desirable to limit turning forsafety purposes. However, in stage two for obstacle emergency it isdesirable to give control to pilot to turn as needed. A turn-limitingdevice to limit turning of the propellers 228 a, 228 b during stagethree may, also be provided. As shown in FIG. 13, forward airpropellers, 228 a, 228 b are stationary, and do not rotate, i.e. turn,from front to back to effectuate turning. Instead, forward air rudders234 a, 234 b are mounted behind air propellers 228 a, 228 b, and moveindependently of air propellers 228 a, 228 b. Forward air rudders 234 a,234 b can be used to facilitate quick turning in stage two but may bedisabled in stage three as desired.

Referring now to FIGS. 14-17, an exemplary fourth embodiment of theAmphfoil™ craft of the present application is illustrated. In thisembodiment, the same or similar elements as the previous embodiment arelabeled with the same reference numbers, preceded with the numeral “3”.In the first embodiment, air propellers 328 a, 328 b are provided to aidin turning Amphfoil™ craft 312 which is about 35 feet or larger. In thepresent embodiment a Amphfoil™ craft 312 is illustrated which is lessthan about 35 feet in length. At the smaller length forward airpropellers 328 a, 328 b may be eliminated and turning can be provided bypropeller 318 whose blades spin and which can be pivoted 70 degrees or35 degrees each side of center, to facilitate turning of Amphfoil™ craft312 as discussed herein above with respect to the first embodiment. Onvery small 2-4 seat Amphfoil™ crafts the propeller may not turn or pivotand instead, only rear air rudders may be used to steer in thisembodiment. The engines utilized for the present embodiment may also besmaller, as disclosed above, and the other dimensions can also beappropriately adjusted. The Amphfoil™ craft as disclosed herein is notconstrained by size limitations. Regardless of the size, the Amphfoil™craft 312 of the present embodiment operates in the same manner, i.e. inthree stages, as disclosed with respect to the previous embodiments.

Operation of the Amphfoil™ craft having rotors will now be described instage one, stage two and stage three with reference to FIGS. 18a to 18c.

In stage one, the Amphfoil™ craft handles like a conventional twinengine power boat at speeds below about 10 mph., for example duringdocking and refueling of the Amphfoil™ craft. During this stage thehydrofloats 116 a, 116 b remain submerged, propulsion is achieved withsingle lever (one handle for forward, reverse and throttle) control foreach hydrofloat drive (i.e. propeller or otherwise), and the waterrudder 117 is likewise submerged and utilized for tight turning. Therotor 114 is either folded up or towards one side, and is not in use,and neither are the air propellers. As speed of the Amphfoil™ craftincreases above about 10 mph stage two is achieved.

During stage two the Amphfoil™ craft is lifted relative to the water bythe gyro-rotor 114 such that the hydro-wing is raised above the water'ssurface while the hydro-floats 116 a, 116 b remain in contact with thewater's surface as they travel across the top of it (i.e. “water-ski”).In stage two the ATA 120 is also in contact with the water as thehydro-wing 112 is raised above the surface of the water. As detailedabove, the Amphfoil™ craft is kept at stage two by adjusting enginepower, controlling the angle of attack of the rotor blades and thehorizontal elevator. The Amphfoil™ craft can climb or descend by tiltingthe rotors along the bow to stern axis. The Amphfoil™ craft turns bytilting the rotors along the port to starboard axis. The air propellersand rudders as disclosed herein above achieve turning of the Amphfoil™craft in stage two. Stage two allows the Amphfoil™ craft to travel atfaster speeds of about 10-30 mph while maneuvering safely across crowdedwaterways. Above about 30 mph the Amphfoil™ craft enters stage three.

Stage three operation of the Amphfoil™ craft is fully functional groundeffect mode where the hydro-wing 112 and hydrofloats 116 a, 116 b areboth above the water, or any solid surface while the ATA 120 remains incontact with the surface. In stage three (as in stage two) the Amphfoil™craft also turns using rotors, propellers and air rudders instead ofbanking like an aircraft as with the prior WIG craft. The Amphfoil™craft can climb or descend by tilting the rotors along the bow to sternaxis but the ATA remains in contact and will automatically adjust theposition of the elevator to keep the Amphfoil™ craft in ground effect,as also described above. Stage three allows the Amphfoil™ craft tomaneuver across open waters when boat traffic and obstacles are at aminimum at high speeds of approximately 30 to 100 mph and possiblyhigher.

In the first embodiment, a rotational air propeller 18, supported by thehydro-wing 12 is described to help effectuate turning and forwardthrust. In the second embodiment, two forward rotating propellers 28 a,28 b are described, which rotate on their bases (i.e. turn or pivotabout a vertical axis between a forward and rearward facing position) toaid in turning, particularly in emergency situations, and which also aidin increasing forward thrust (see FIG. 6). Referring now to FIGS. 19-23,an exemplary fifth embodiment of the Amphfoil™ craft for three-stageoperation including one or more propellers that pivot about a horizontalaxis of a support member is illustrated. In this embodiment, the same orsimilar elements as the previous embodiments are labeled with the samereference numbers, preceded with the numeral “4”. The three-stagewatercraft 410 is substantially the same as disclosed with respect toFIGS. 1-5 c, with the addition of pivoting air propellers 418 a, 418 b.Air propellers 418 a, 418 b rotate in a circular manner, as isconventional, and provide propulsion i.e. by creating forward thrust,and also to provide lift, by pivoting between zero and ninety degreesrelative to the plane of travel of the Amphfoil™ craft 410, as describedbelow. In the present embodiment, air propellers 418 a, 418 b and theircorresponding engine pods 429 that power the propellers, are pivotallymounted to a horizontal support member 431 so as to pivot or tilt aboutthe support member 431, as desired, and are further supported by thehydro-wing 412. The pivotally mounted, rotating air propellers 418 a,418 b and engine pods 429 may be positioned at respective port andstarboard sides of the cockpit 421 on support member 431, as best shownin FIGS. 19 and 20.

The pivotally mounted, rotating air propellers 418 a, 418 b are designedto pivot or tilt incrementally between a horizontal orientation, i.e.where the plane of rotation of the propellers is relatively parallel tothe plane of travel of the craft, as shown in FIG. 21, and a verticalorientation where the plane of rotation is relatively perpendicular tothe plane of travel, as shown in FIG. 23, dependent upon the amount ofthrust and vertical lift desired. Once pivoted into the desiredorientation the air propellers 418 a, 418 b can be locked into place, aswould be known to one of skill in the art. For providing more liftcapabilities, the pivotally mounted air propellers 418 a, 418 b areangled so that the plane of rotation of the propellers is horizontal,lifting in the same way as a helicopter rotor, as best shown in FIG. 21.The two pivotally mounted air propellers 418 a, 418 b may beprogressively and incrementally tilted forward, with the plane ofrotation of the air propellers 418 a, 418 b eventually becomingsubstantially vertical relative to the travel plane of craft 410, asbest shown in FIG. 23. In this mode, the tiltable air propellers 418 a,418 b provide increased thrust.

As will be appreciated, the two pivotally mounted air propellers 418 a,418 b of the present embodiment can be configured and oriented toprovide propulsive and lifting forces to the Amphfoil™ craft, dependentupon a selectable pivot angle of the propeller. As such, a mid-wayorientation may also be desired, where the plane of rotation of thepropellers 418 a, 418 b is somewhere between substantially parallel tothe plane of travel of the craft (FIG. 21) and substantially vertical tothe plane of travel (FIG. 23), the mid-way orientation being best shownin FIG. 22. In this position, the lift provided is less than provided inthe horizontal position shown in FIG. 21, and more than provided in thevertical position show in in FIG. 23. Likewise, the propulsion in thisposition is less than provided in the vertical position show in FIG. 23,but more than provided in the horizontal position shown in FIG. 21.

Operation of the Amphfoil™ craft in stage one, stage two and stage threewill now be described with reference to FIGS. 24a to 24 c.

Referring initially to FIG. 24a , when the two pivotally mounted airpropellers 418 a, 418 b are oriented substantially horizontally,relative to the plane of travel of the Amphfoil™ craft 410, a liftingforce is generated which raises the hull in order to create a smootherride across choppy and boat wake filled waters. This substantiallyhorizontal orientation of the air propellers 418 a, 418 b, iscontemplated for use in stage one, where the Amphfoil™ craft handleslike a conventional twin engine power boat, traveling in the water, asdescribed above with respect to the previous embodiments.

Referring now to FIG. 24b , the two pivotally mounted air propellers 418a, 418 b are shown oriented at a mid-way pivot angle, for example, inthe range of 20-40 degrees from the horizontal plane of travel of theAmphfoil™ craft 410. It is understood that 20-40 degrees is shown by wayof example only and may be varied anywhere between 0-90 degrees,depending upon the desired increase or decrease in lift and/or forwardthrust. In this mid-way orientation, the the Amphfoil™ craft 410 willexperience a combination of forward thrust and vertical lift. Forexample, a 30 degree tilt orientation where the two pivotally mountedair propellers 418 a, 418 b are locked at a 30 degree orientation fromthe horizontal plane is contemplated for use in stage two. With a 30degree tilt, the Amphfoil™ craft is both lifted relative to the water bythe tiltable air propellers 418 a, 418 b such that the hydro-wing 412 israised above the water's surface while the hydro-floats 416 a, 416 bremain in contact with the water's surface as they travel across the topof it (i.e. “water-ski”) and is providing forward thrust, i.e.propulsion as well. As discussed above, the Amphfoil™ craft is kept atstage two by adjusting engine power, speed and the horizontal elevator,and through tilting the air propellers 418 a, 418 b for increased ordecreased lift and propulsion, as desired. As will be appreciated, thecloser the propellers 418 a, 418 b are to horizontal in stage two, thegreater the lift, while the closer they are to vertical in stage two,the lesser the lift and the greater the propulsion. Thus, in stage twothe tilt, or angle of the propellers 418 a, 418 b, will be adjustedaccording to conditions and the needs of the Amphfoil™ craft as ittravels and maneuvers across waterways.

Referring now to FIG. 24c , the two pivotally mounted air propellers 418a, 418 b are oriented substantially vertically, relative to the plane oftravel of the Amphfoil™ craft 410. In this orientation, both an upwardlift and forward propulsion is also generated. The substantiallyvertical tilt orientation (of about 90 degrees) of the two pivotallymounted air propellers 418 a, 418 b relative to the horizontal plane oftravel of the craft 410 is contemplated for use in stage three. Duringstage three operation, as in the previous embodiments, the Amphfoil™craft is in fully functional ground effect mode where the hydro-wing 412and hydrofloats 416 a, 416 b are both above the water, or any solidsurface, while the ATA 520 remains in contact with the surface. In stagethree (as in stage two) the Amphfoil™ craft also turns using propellersand air rudders instead of banking like an aircraft as with the priorWIG craft. Stage three allows the Amphfoil™ craft to maneuver acrossopen waters when boat traffic and obstacles are at a minimum at highspeeds up to approximately 100 mph and possibly higher.

It will be understood by those skilled in the art that various changesin form and details may be made herein without departing from the spiritand scope of the invention as defined by the appended claims. Forexample, the materials disclosed herein may be readily changed, as maythe dimensions and geometric configurations. Likewise, the differentstages disclosed herein may be reached at different speeds thananticipated, and portions of the craft that are illustrated as one piecemay be made of multiple pieces and multiple pieces may be combined intofewer pieces, as would be know to those of skill in the art. Thehydro-wing itself may have a different configuration other than thatwhich is illustrated, provided that it functions in at least the firstand third stages. Also, elements that are shown in combination may beshown in different combinations or may be eliminated. Thus, the detailsof these components as set forth in the above-described examples, shouldnot limit the scope of the claims.

Further, the purpose of the Abstract is to enable the U. S. Patent andTrademark Office, and the public generally, and especially thescientists, engineers and practitioners in the art who are not familiarwith patent or legal terms or phraseology, to determine quickly from acursory inspection the nature and essence of the technical disclosure ofthe application. The Abstract is neither intended to define the claimsof the application nor is intended to be limiting on the claims in anyway.

What is claimed is:
 1. A watercraft for three-stage operation, in afirst stage the watercraft riding in the water as a boat, in a secondstage the watercraft riding on the surface of the water, and in a thirdstage the watercraft being in contact with the water while traveling inground effect, the watercraft comprising: a hydro-wing including acombined hull and wings, the hull constructed and arranged to support acabin, and the wings constructed and arranged to provide lift, a bottomsurface of the combined hull and wings forming a substantiallycontinuous ground effect surface of the hydro-wing; at least a singlehydrofoil supported by the hydro-wing; a pair of outboard hydro-floatssupported on the bottom surface of the hydro-wing on a port and astarboard side thereof; and at least one pivotally mounted airpropeller, pivotal between a first position substantially parallel to ahorizontal plane of travel of the watercraft and second positionsubstantially vertical to a horizontal plane of travel of thewatercraft.
 2. The watercraft of claim 1, wherein in the first stage ofoperation of the watercraft riding in the water, the at least onepivotally mounted air propeller is in the first position to providelift.
 3. The watercraft of claim 1, wherein in the third stage ofoperation of the watercraft travelling in ground effect, the at leastone pivotally mounted air propeller is in the second position to provideforward thrust.
 4. The watercraft of claim 1, wherein in the secondstage of operation of the watercraft riding on the surface of the water,the at least one pivotally mounted air propeller is in a mid-wayposition between the first position and the second position to providecombined lift and forward thrust.
 5. The watercraft of claim 1, whereinthe hydro-floats each include one or more concavities constructed andarranged to create a positive turbulence as water passes by theconcavity and turns in a vortex to create additional lift of thehydro-wing.
 6. The watercraft of claim 1, wherein the at least a singlehydrofoil comprises a forward hydrofoil supported on the forward portionof the hydro-wing, and an aft hydrofoil supported on the rear portion ofthe hydro-wing, the hydrofoils being constructed and arranged to providelift to transition the watercraft from stage one to stage two.
 7. Thewatercraft of claim 6, wherein the forward hydrofoil and the afthydrofoil are movable between a first, in-use position where the forwardand aft hydrofoils engage the water and a second, stored position wherethe forward and aft hydrofoils are positioned under and adjacent thebottom surface of the hydro-wing hull.
 8. The watercraft of claim 1,further comprising: a steering device operatively connected to a rearelevator at least a pair of air rudders operatively attached to at leastone water rudder; and wherein the steering device, elevator, pair of airrudders and at least one water rudder effectuating turning and steeringof the watercraft.
 9. The watercraft of claim 1, further comprising anarticulating trim arm operatively connected to an elevator controlsupported by the hydro-wing, the articulating trim arm remaining incontact with the water during the third stage of operation when thehydro-wing is traveling spaced above the water.
 10. A watercraft forthree-stage operation, in a first stage the watercraft riding in thewater as a boat, in a second stage the watercraft riding on the surfaceof the water, and in a third stage the watercraft being in contact withthe water while traveling in ground effect, the watercraft comprising: ahydro-wing including a combined hull and wings, the hull constructed andarranged to support a cabin, and the wings constructed and arranged toprovide lift, a bottom surface of the combined hull and wings forming asubstantially continuous ground effect surface of the hydro-wing; atleast a single hydrofoil supported by the hydro-wing and constructed andarranged to contact the water in stage two; a pair of outboardhydro-floats supported on the bottom surface of the hydro-wing on a portand a starboard side thereof; a pair of air rudders supported by thehydro-wing constructed and arranged to effectuate turning during thesecond stage of operation and the third stage of operation; at least onewater rudder supported by the hull constructed and arranged toeffectuate turning when the rudder is in the water; and at least onepivotally mounted air propeller, pivotal between a first positionsubstantially parallel to a horizontal plane of travel of the watercraftand second position substantially vertical to a horizontal plane oftravel of the watercraft.
 11. The watercraft of claim 10, wherein in thefirst stage of operation of the watercraft riding in the water, the atleast one pivotally mounted air propeller is in the first position toprovide lift.
 12. The watercraft of claim 10, wherein in the third stageof operation of the watercraft travelling in ground effect, the at leastone pivotally mounted air propeller is in the second position to provideforward thrust.
 13. The watercraft of claim 10, wherein in the secondstage of operation of the watercraft riding on the surface of the water,the at least one pivotally mounted air propeller is in a mid-wayposition between the first position and the second position to providecombined lift and forward thrust.
 14. The watercraft of claim 10,further comprising an articulating trim arm operatively connected to anelevator control supported by the hydro-wing, the articulating trim armremaining in contact with the water during the third stage of operationwhen the hydro-wing is traveling spaced above the water.
 15. Thewatercraft of claim 10, wherein the hydro-floats each include one ormore concavities constructed and arranged to create a positiveturbulence as water passes by the concavity and turns in a vortex tocreate additional lift of the hydro-wing.
 16. The watercraft of claim10, wherein the at least a single hydrofoil comprises a forwardhydrofoil supported on the forward portion of the hydro-wing, and an afthydrofoil supported on the rear portion of the hydro-wing, thehydrofoils being constructed and arranged to provide lift to transitionthe watercraft from stage one to stage two.
 17. The watercraft of claim16, wherein the forward hydrofoil and the aft hydrofoil are movablebetween a first, in-use position where the forward and aft hydrofoilsengage the water and a second, stored position where the forward and afthydrofoils are positioned under and adjacent the bottom surface of thehydro-wing hull.
 18. A watercraft for three-stage operation, in a firststage the watercraft riding in the water as a boat, in a second stagethe watercraft riding on the surface of the water, and in a third stagethe watercraft being in contact with the water while traveling in groundeffect, the watercraft comprising: a hydro-wing including a combinedhull and wings, the hull constructed and arranged to support a cabin,and the wings constructed and arranged to provide lift; at least asingle hydrofoil supported by the hydro-wing; a pair of outboardhydro-floats supported on the bottom surface of the hydro-wing on a portand a starboard side thereof; at least one pivotally mounted airpropeller, pivotal between a first position substantially parallel to ahorizontal plane of travel of the watercraft and second positionsubstantially vertical to a horizontal plane of travel of thewatercraft; and wherein in the first stage of operation of thewatercraft riding in the water, the at least one pivotally mounted airpropeller is in the first position to provide lift, in the third stageof operation of the watercraft travelling in ground effect, the at leastone pivotally mounted air propeller is in the second position to provideforward thrust, and in the second stage of operation of the watercraftriding on the surface of the water, the at least one pivotally mountedair propeller is in a mid-way position between the first position andthe second position to provide a combination of both lift and forwardthrust as may be desired.
 19. The watercraft of claim 18, furthercomprising an articulating trim arm operatively connected to an elevatorcontrol supported by the hydro-wing, the articulating trim arm remainingin contact with the water during the third stage of operation when thehydro-wing is traveling spaced above the water.
 20. The watercraft ofclaim 18, wherein each pivotally mounted air propeller is operativelyconnected to a corresponding engine pod, the pivotally mounted airpropellers and corresponding engine pods being pivotally mounted to ahorizontal support member supported by the hydro-wing and lockable inany incremental position from about zero to ninety degrees of thepropeller relative to the plane of travel of the watercraft.